Ship form



June 3, 1952 L. cosTA SHIP FORM Filed Feb. 25, 1948 INVENTOR LEONECOSTFI Z A IORNEY Patentecl June 3, 1952 UNITED STATES PATENT OFFICE2,599,163 SHIP FORM Leone-Costa; Cafiido-VigoaSpain; ass'ignorto W. K.vll/Iaier, New York;N.'- Y

Application February 25, 1948; Serial No. 10,709 Y In Germany January24,1941

SectionLIublic Law 690, 'August-8 1946 Patent expires J anuar-yl24, 1961wherein, .vindicates the speed of the ships in m./s'ec.', 1 indicatesthe length of the ship I in meters, and. g indicates the gravity inm./sec.. 2.

A mainobject of the invention is to provide a shipform which affords asmall resistance and economic propulsion in smooth water as well asin-rough sea, so thata high average speed of the ship is secured underall conditions.-

The invention is diagrammatically illustrated in the accompanyingdrawing.

Fig. l is a bow'elevation of a ships form according .to the invention,and

Fig'f'Z is a side elevation of Fig. 1.

In Figs. 1 and 2, the sections of the under-water construction of theships fore body extending over about 20% of the total length of the shipfrom the -stem to the region of the first trough of the ships wavesystem are determined by the direction of radii drawn from a commoncentre I (of. e? g. Patent 1,736,315). The radii from the centre!determine the form of the under-water frames identified by the letter U(with the exception of their roots) at least up to the water line. Abovethis line they are continued by transition parts identified by theletter T which connects the under-water frames with the more inclinedabove-water frames identified by the letter D. The range of thesetransition parts is confined below by the constructional water line CWLand above by a straight line b forming an angle a of about 7 with theCWL and intersecting the latter at a distance d of about 20% of thetotal ship length from the stem.

The substantially straight frame sections of the dead work above theline b form an angle of at least 25 with the center line say, i. e. anangle of at least 50 measuring the flare between both sides of the deadwork, whilst all under water frames (even the most inclined Nos. 16 and1'7) are at an essentially smaller angle to this center line mg. Theframes of the dead work may be determined by the direction of radiidrawn from a common centre II. According to the embodiment shown in thedrawing, this centre II is situated farther from the centre line :cy,and closer to the bottom line me, than centre I. Alternatiyely, theframe sections above water may be arranged about parallel to one anotheror according to any other scheme. Though the frame sections lying aboveand under water, respectively,

2 t are" preferably straight, they 'may'bea little" curved. At any rate,their transitionintd'the' side and bottom lines, respectively, iseffected," as usually, bygradual bending.

The transition parts of theframes confinedb'y' the CWL and the line I)must not necessarily'be curved over their whole'length'but'may alsobecomposed of substantially straight frame parts," i

the angleof which relative to the center liners? is considerably greaterthan that of thefraih'ef parts under water but smallerthan thatofi theframes above.

Even if the under-water frames are very steeply; arranged, the inventionpermits of hyaroay: namically' satisfactory transitions. to great deadlwork frame angles of e. g. to measuring the flare between'both sides.Thus, the fore of a ships hull may be given an optimum forni l withregard to flow towards the screw, "wake dis- 'v tribution," andpropulsion. Whilst the natural-de l The ships aft-body may be designedin --anysuitable manner.

If desired, the underwater'frames may-extendupwardly somewhat abovetheCWL; and the transition parts connecting the under-water frames withthe above-water frames may start at a point between the CWL and the line12. Furthermore, if desired, the above-water frames may extenddownwardly somewhat below the line b, and said transition parts mayreach only up to a point somewhat below said line b.

It is understood that the drawings illustrate the invention merely byway of example. In any case, whether the frame sections of the dead workframe above the line b are determined by the direction of radii drawnfrom a common center II as shown in the drawing or whether the framesections of the dead work are arranged substantially parallel to eachother or in any other manner as mentioned above, they are inclined tothe center line :r-y at angles which are larger than the angles of theunderwater frames. According to the invention, the transition partsconnecting the frame sections of the dead work frame with the underwaterframes are arranged in the range determined by the CWL and the line D.

W hat I claim is:

1. In the construction of the forepart of a ships hull; a frame,including a plurality of underwater frame sections, a plurality of deadwork frame sections and a plurality of transition parts interconnectingsaid underwater frame sectially to a line intersecting theconstructional water line at a distance of about 20% of the total Ilength of the ship from the stem and upwardly inclined from said pointof intersection towards the stem at an angle of approximately 7, andsaid transition parts being disposed in the zone defined by theconstructional water line and the upwardly inclined intersecting line ofaforesaid and connecting the upper end of the underwater frame sectionsand the lower end of the dead work frame sections.

2. In the construction of the forepart of a ships hull; a frame,including a plurality of underwater frame sections, a plurality of deadwork frame sections and a plurality of transition parts interconnectingsaid underwater frame sectionsand said dead work frame sections, saidunderwater frame sections being disposed in the direction of radii drawnfrom a first common center below the bottom line and forming angles ofless than 50, said dead work frame sections being disposed in thedirection of radii drawn from a second common center further away fromthe vertical center line of said hull than the first common center andcloser to the bottom line of said hull than the first common center andforming angles greater than 50", said underwater frame sectionsextending upwardly substantially to the constructional water line, saiddead work frame sections extending downwardly substantially to ,a lineintersecting the constructional water line at a distance of about 20% ofthe total length of the ship from the stem and extending upwardly fromsaid point of intersection towards the stem at an angle of approximately7, and said transition parts being disposed in the zone defined by theconstructional water line and the intersecting line aforesaid andconnecting the upper end of the underwater frame sections and the lowerend of the dead work frame sections.

3. In the construction of the forepart of a ship's hull; a frame,including a plurality of underwater frame sections, a plurality of deadwork frame sections and a plurality of transition parts interconnectingsaid underwater frame sections and said dead work frame sections, saidunderwater frame sections being disposed in the direction of radii drawnfrom a common center below the bottom line and forming angles of lessthan 50, said dead work frame sections being disposed in the directionof radii drawn from a common center below the bottom line and formingangles greater than 50, said underwater frame sections extendingupwardly substantially to the constructional water line, said dead work.frame sections extending downwardly substantially to a line intersectingthe constructional water line at a distance of about 20% of the totallength of the ship from the stem and upwardly inclined from said pointof intersection towards the stem of the ship, said transition partsbeing disposed in the zone defined by a triangle, including as its sidesthe constructional water line, the stem of the ship, and the inclinedline aforesaid, said inclined line being thelongest dimension of saidtriangle, said transition parts connecting the upper end of theunderwater frame sections and the lower end of the dead work framesections. 7

LEONE COSTA.

\ REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 2,113A66 Kloess Apr. 5, 1938FOREIGN PATENTS i a Number Country Date 467,518 I Great Britain June 18,1937 529,474 Germany July 14, 1931

